Railway cars provided with draft riggings incorporating shock-absorbing mechanisms



A ril 6, 1965 o. CLEJAN 3,176,857

RAILWAY CARS PROVIDED WITH DRAFT RIGGINGS INCORPORATING SHOCK-ABSORBINGMECHANISMS Filed May 20, 1963 5 Sheets-Sheet 1 FIG. 2

DEODAT CLEJAN BY W 7 ATTYS.

April 6, 1965 o. CLEJAN RAILWAY CARS PROVIDED WITH DRAFT RIGGINGSINCORPORATING SHOCK-ABSORBING MECHANISMS 3 Sheets-Sheet 2 Filed May 20,1963 INVENTOR.

05004 T CLEJAN ATTYS.

A ril 6, 1965 D. CLEJAN 3,176,857

RAILWAY CARS PROVIDED WITH DRAFT RIG'GINGS INCORPORATING SHOCK-ABSORBINGMECHANISMS Filed May 20, 1963 3 Sheets-$heet 3 FIG. 6

Angle Air Reservoir L1 1/ 213/ j Air 5 Cylinder T0 Mechanism For 204Acrua'ring Brake shoes T Brakes "01W Brakes INVENTOR.

DEODAT CLEJAN 0 BY C m 507*4/ ATTYS.

United States Patent 015 ice 3,176,857 Fatented Apr. 6, 16f5 RAILWAYCARS PRQVIDED WITH DRAFT RIG- GWGS INCORPORATING SHOCK-ABSGRBEWGMECHANISMS Deodat Clejan, Qhicago, lll., assignor to Cushion QoupierCorporation, New York, N.Y., a corporation of Delaware Filed May 20,1963, Ser. No. 281,632 28 Claims. (Cl. 213-22) The present inventionrelates to railway cars provided with draft riggings incorporatingshock-absorbing mechanisms, and more particular to railway car couplersadapted to be incorporated in such railway car draft riggmgs.

It is a general object of the present invention to provide railway cardraft rigging incorporating shock-absorbing mechanism that isselectively arranged to provide effective minimum shock-absorption ofdraft forces applied between the coupling head and the center sill andthat is selectively settable to provide either effective minimum orefiective maximum shock-absorption of buff forces applied between thecoupling head and the center sill,

Another object of the invention is to provide railway car draft riggingof the character described, wherein the shock-absorbing mechanismmentioned is selectively settable into either a travel position or aswitch position, wherein the shock-absorbing mechanism in its travelposition affords effective minimum shock-absorption of buff forces so asnot objectionably to increase train slack during travel operation, andwherein the shock-absorbing mechanism in its switch position affordseffective maximum shock-absorption of buff forces to minimize thedamaging efiects of coupling impacts during switch operation.

A further object of the invention is to provide railway car draftrigging of the character described, and including a railway car couplerof improved construction and arrangement and incorporatingshock-absorbing mechanism that may be selectively set into correspondingtravel and switch positions for the purpose previously explained.

A further object of the invention is to provide a railway car coupleradapted for incorporation in railway car draft rigging, wherein the carcoupler comprises shockabsorbing mechanism, together with lockingmechanism that is selectively operative into locking and unlockingpositions correspondingly rendering inactive and active theshock-absorbing mechanism with respect to its shockabsorbingcharacteristic relative to buff forces encountered in the operationthereof.

A further object of the invention is to provide a railway car coupler ofthe character described that is adapted to be incorporated into railwaycar draft rigging, along with a conventional draft gear, so as toprovide unified draft rigging possessing improved and selectiveshock-absorbing characteristics, as previously explained.

A further object of the invention is to provide in railway car draftrigging of the character described, and including an angle cockincorporated in the pneumatic control arrangement for the braking systemof the railway car, an improved manually settable arrangementsimultaneously for selectively actuating the locking mechanism betweenits lock and unlock positions and for selectively operating the anglecock between its open and closed positions.

A still further object of the invention is to provide in railway cardraft rigging of the character described, and including an angle cockand a coupling air hose both incorporated in the pneumatic controlarrangement for the braking system of the railway car, a manuallyoperable arrangement for sel ctively actuating the angle cock betweenits open and closed positions, and an automatic device responsive to thepresence of air pressure in the coupling air hose to actuate the lockingmechanism into its lock position and responsive to the loss of airpressure in the coupling air hose to actuate the locking mechanism intoits unlock position.

Further features of the invention pertain to the particular arrangementof the elements of the railway car coupler and of the other elements ofthe railway car draft rigging into which it is incorporated, whereby theabove-outlined and additional operating features thereof are attained.

The invention, both as to its organization and method of operation,together with further objects and advantages thereof, will best beunderstood by reference to the following specification, taken inconnection with the accompanying drawings, in which:

FlGURE l is a plan View, partly in section, of railway car draft riggingincluding a railway car coupler and embodying the present invention;

FIG. 2 is a side elevational view, partly in section, of the railway cardraft rigging, as shown in FIG. 1;

FIG. 3 is a front perspective view of a portion of the railway carcoupler of FIGS. 1 and 2, illustrating the front end of a secondaryshank incorporated therein and the shock-absorbing mechanism that iscarried by the front end of the secondary shank mentioned;

FIG. 4 is a rear perspective view of a portion of the railway carcoupler of FIGS. 1 and 2, illustrating the rear end of a primary shankincorporated therein;

FIG. 5 is a vertical sectional view, taken through the central portionof the railway car coupler, this view being taken in the direction ofthe arrows along the line 55 in FIG. 1, and illustrating the connectionby the shock-absorbing mechanism mentioned between the rear end of theprimary shank and the front end of the secondary shank;

FIG. 6 is a fragmentary plan view, partly in section, of a modified formof the railway car coupler;

' FIG. 7 is a fragmentary vertical sectional view of the railway carcoupler, this view being taken in the direction of the arrows along theline 7-7 in FIG. 6; and

FIG. 8 is a diagrammatic illustration of a portion of a pneumaticcontrol arrangement for a braking system of a railway car provided withdraft rigging incorporating the form of the railway car coupler, asshown in FIGS. 6 and 7.

Referring now to FIGS. 1 and 2, there is diagrammatically illustratedone end of a conventional railway car that includes an underframe thatincorporates a center sill it having an open outer end indicated at 1011and a striker plate 11 rigidly carried by the extreme outer end of thecenter sill l0 and having an opening 11a therethrough communicating withthe adjacent open outer end Illa of the center sill ill. The outerportion of the center sill 18 disposed immediately inwardly of thestriker plate 11 is hollow and has a draft gear pocket 12 formedtherein; and a draft gear 13 is arranged in the pocket 12; which draftgear 12 comprises a portion of the draft rigging, as explained morefully hereinafter; and which draft gear 13 may be of the conventionalfriction type. The front end of the draft gear 13 cooperates in theusual manner with a front follower 14, and the rear end of the draftgear 13 cooperates in the usual manner with a rear follower, not shown.In turn, the front follower l4 cooperates in the usual manner with frontdraft lugs 15 rigidly secured to the adjacent interior portion of thecenter sill 10, and the rear follower cooperates in the usual mannerwith rear draft lugs, not shown, rigidly secured to the adjacentinterior portion of the center sill 10. The draft gear 13 and thecooperating front and rear followers are embraced by the usual yoke 16of substantially -U-shaped configuration and including upper and lowerarms 16:: and 1612 respectively positioned above and below the draftgear 13 and projecting forr r Further, the draft rigging comprises arailway car coupler 20 that includes a coupling head 31, a primary shank4 1, and a secondary shank 51. The coupling head 31 is preferably ofconventional A.A.R. Type E construction, including a jaw 32, a pivotallymounted knuckle 33, a knuckle thrower, not shown, a lock, not shown, alocklift assemb1y,,n0t shown, and the other usual appurtenances; whichorganization of elements is notdescr'ibed in further detail in theinterest of brevity.

The secondary shank 51 is arranged in the outer open end 10 f the centersill 1t) and projects through the opening 11a provided in the strikerplate 11; and more particularly, the inner end of the secondary shank 51is operatively connected to the yoke 16 and cooperates with the frontfollower 14, all in the usual manner. Specifical- 1y, an upstandingopening 52 is formedrin the'inner end of the auxiliary shank 51 thatreceives an upstanding connecting pin 53. The opposite ends of theconnecting pin 53 are arranged in two aligned openings respectivelyformed in the outer ends of the upper and lower arms 16a and 16b of theyoke 16; and the extreme outer ends r of the connecting pin 53respectively'engage in sliding relation upper and lower wear plates 17aand 17b. The upper wear plate 17a is carried by the adjacent top wallstructure of the outer end of the center sill 19; and the lower wearplate 17b is carried by an adjacent lower yoke support 18 that iscarried by the adjacent outer end of the center sill 10. The outersurface of the extreme rear end of strap portion 51a of the auxiliaryshank 51 is of generally semi-spherical configuration and is received ina corresponding cavity formed in the adjacent front surface of the frontfollower 14, in the usual manner;

and moreover, a bearing block 54 is arranged in the opening 52 at therear side of the upstanding connecting pin 53 and in interposed relationwith respect to the rear side of the connecting pin 53 and the adjacentfront side of thestrap portion 51a of the extreme rear end of the auxliary shankjl. The rear side of the bearing block 54 and the front sideof the strap portion 51a of the extreme rear end of the auxiliary shank51 that are disposed in contact with each other are provided with theusual substantially semi-spherical surfaces so as to accommodatearticulation'of the auxiliary shank 51 in the horizontal direction aboutthe pivot pin 53 and with respect to the front follower 14, all in aconventional manner. Further, the intermediate portion of the auxiliaryshank 51 is provided with an upstanding projection 55 positlonedforwardly of the striker plate 11 and adapted to engage the same tolimit inward or rearward movement of the auxiliary shank 51'into theouter open end 16a of the center sill 10 in the event that a verysubstantial buff force is exerted upon the auxiliary shank 51 for theusual purpose of draft gear 13. a

The primary shank 41 is of hollow box-like construction and the extremefront end thereof is rigidly connected to the rear end of the couplinghead 31. Preferably, the primary shank 41 is formed integrally with thecoupling head 31. The primary shank 41 includes opposed upper and lowerwalls 42 and 43 and opposed side walls 44 and 45, the side walls 44 and45 diverging rearwardly with respect to each other from the rear end ofthe coupling head 31. The front end of the secondary shank 51 projectsforwardly into the adjacent open rear end of the primary shank 41; andthe rear end of the primary, shank 41 and the front end of the secondaryshank 51 are interconnected by associated cushioning mechanism thatessentially comprises a pair 'of blocks 61 preventing complete buffclosure of the face of the block 61 is intimately bonded to theadjacent.

inner surface of an associated supporting plate 63, such 'as by'anintervening layer of cement, as indicated at 61b in FIG. 5. The innersurface of the block 62 is inti-' mately bonded to they adjacent outersurface of the front end of the secondary shank 51 in any suitablemanner, such as by an interveninglayer of cement, as indicated at 62a inFIG. 5; and similarly, the outer surface of the block 62 is intimatelybonded to the adjacent inner surface of an associated supporting plate64, such as by an intervening layer of cement, as indicated at 62b inFIG. 5. The two supporting plates 63 and 64 respectively terminate atthe rear ends thereof in two substantially rectangular heads 63a and64a. In the arrangement, the rear ends of the two side walls 44 and 45of the primary shank 41 respectively terminate in two substantiallyrectangular heads 44a and 45a. When the shanks 41 and 51 occupy theirassembled positionsfas shown in FIGS. 1 and 2, the supporting plates 63and 64 directly engage the interior surfaces of the respective sidewalls 44 and 45, so that the head 63a is arranged substantiallycongruent with the head 44a and so that the head 64a is ar rangedsubstantially congruent with the head 45a. The engaged heads 63a and 44aare secured together by a series of rivets 65 extending through alignedopenings provided therein, asshown in FIG. 5; and likewise,:the engagedheads 64d and 45a are secured together bya series of rivets 66 extendingthrough aligned openings provided therein, as shown in FIG. 5.Accordingly, the two shanks 41 and 51 are operatively connected togetherin longitudinal alignment with each other by the inter .vening resilientblocks 61 and 62; which resilient blocks end of the secondary shank 51are also interconnected. by lost-motion mechanism that essentiallycomprises an.

elongated longitudinally extending and upstanding slot 56 formalin thefront end of the auxiliary shank 51 and a cooperating upstanding pin 57carried by the primary shank 51 and projecting through the slot 56, asbest shown in FIGS. 1 and 2. The upstanding pin 57 is-removably arrangedin a centrally disposed hole 42a formed in the upper wall 42 of theprimary shank 41 and projects downwardly through the slot 56 formed inthe front end of the secondary shank 51 and into engagement with r theinterior surface of the lower wall 43 of the primary 7 shank 41. The pin57 extends in the longitudinal direcand 62 formed of elastomericmateriahsuch, for example, 7

V secondary shank 51 is forwardly, tapered, and the two tion having alength between the front and rear ends thereof that is substantiallyless than the length of the slot 57 between the front and rear endsthereof, so that the. desired lost-motion may be obtained between theshanks 41 and 51, as explained more fully hereinafter. In thearrangement, when the shanks 41 and 51 occupy their normal positions, asestablished by the bias of the resilient blocks 61 and 62, the pin 57 isdisposed in the front end of the slot 56, as best shown in FIG. 1;whereby it will be appreciated that this lost-motion mechanismaccommodates no substantial outward or forward movement of the primaryshank 41 out of its normal position and with respect to the secondaryshank 51 in response to the application of the primary shank 41 of adraft force applied thereto from the coupling head 31' and .that thislost-motion mechanism accommodates substantial inward or rearwardmovement of the primary shank 41 out of its normal position and withrespect to the secondary shank 5.1 in response to the application to theprimary shank d1 of a but? force applied thereto from the coupling head31. Of course, the lost-motion mechanism is operative in the mannerdescribed immediately above, since the connecting pin 57 is normallydisposed in the front end of the slot as when the shanks ll and 51occupy their normal positions, as illustrated in FIG. 1. Also, thisarrangement produces some prestressing of the blocks 51 and 62 in shear,when the shanks ll and 51 occupy their normal positions, as illustratedin FIG. 1.

Further, the car coupler 2% comprises locking mechanism carried by theprimary shank ll and essentially including a lock bar or pin '71slidably arranged in an opening formed in the front end of the wall 44immediately rearwardly of the coupling head 31 and selectively movablebetween lock and unlock positions. More particularly, a cavity 41a isformed in the front end of the primary shank 4-1 immediately rearwardlyof the extreme front end thereof and immediately forwardly of theextrerne front end of the secondary shank 51; and the lock bar 71 isslidably mounted in the previously mentioned opening in the front end ofthe side wall 44 and is slidably movable into and out of the cavity llain its respective lock and unlock positions. Thus, when the lock bar 71occupies its lock position, as shown in PEG. 1, it is projected into thecavity 41a and between the extreme front end of the primary shank 41 andthe extreme front end of the secondary shank 51, when the shanks 41 andEl occupy their normal positions illustrated, thereby to lock or preventinward or rearward movement of the primary shank 31 relative to thesecondary shank 41 by virtue of the connection by the lock bar 71 of theextreme front end of the primary shank 41 and the extreme front end ofthe secondary shank 51. On the other hand, when the lock bar 7?.occupies its unlock position, in its position opposite to that shown inFIG. 1, it is withdrawn from the cavity 41a and from between the extremefront end of the primary shank ll and the extreme front end of thesecondary shank 51, when the shanks ll and 51 occupy their normalpositions illustrated, thereby to unlock or accommodate inward orrearward movement of the primary shank 41 relative to the secondaryshank 525. by virtue of the disconnection by the lock bar 71 of theextreme front end of the primary shank ll and the extreme front end ofthe secondary shank 51.

Further, the car coupler 29 comprises an angle cock 81 that is supportedby a laterally projecting and substantially horizontally disposed flange82 carried by the side wall 44 of the primary shank which angle cock 31has open and closed positions. Also, the angle cock 81 is adapted to beincorporated into pneumatic control equip ment, not shown, includingflexible hoses 33 and S4, for governing an associated braking system,not shown, for the wheeled trucks, not shown, that support the oppositeends of the center sill 19, all in a conventional manner. The angle cock81 is provided with a manually operable handle 35 that may beselectively actuated between a normal position, as shown in solid linesin FIG. 1, and an operated position, as shown in dotted lines in FIG. 1.When the operating handle 85 occupies its normal position the angle cock81 is actuated into its open position, so as to interconnect thepneumatic control system incorporated in the railway car illustratedwith the pneumatic control system incorporated in the next adjacent andcoupled railway car, not shown. On the other hand, when the operatinghandle 84 occupies its operated position, the angle cock 8!; is actuatedinto its closed position, so as to disconnect the pneumatic controlsystem incorporated in the railway car illustrated from the pneumaticcontrol system incorporated in the next adjacent and coupled railwaycar, not shown. This arrangement of the angle cock S1 is altogetherconventional and accommodates switching of the railway car illustratedafter it has been disconnected or uncoupled from the next adjacentrailway car, not shown, without causing setting of the braking system inthe railway car illustrated.

More particularly, when the railway car illustrated is in a coupledstring of railway cars with the angle cock Si in its open position, theair pressure in the pneumatic control system maintains the brakingsystem incorporated in this railway car in its released position; and inthe event of loss of air pressure in the pneumatic control system, thebraking system incorporated in this railway car is automatically set;all in a conventional manner. Thus, when it is desired to switch therailway car illustrated, after it has been cut from the string ofrailway cars, the angle cock 3-1 is first closed before this railway caris uncoupled from the next adjacent railway car, thereby to conserve ormaintain air pressure in the pneumatic control system of this railwaycar so as to prevent setting of the braking system incorporated in thisrailway car; whereby this railway car may be switched after it has beencut from the string of railway cars; all in a conventional manner.

A ain referring to FIG. 1, the operating handle is also connected by apin 85 to the lock bar 71, the pin 86 being rigidly carried by theintermediate portion of the handle 35; and projecting downwardly into acooperating slot 71a formed in the upper surface of the lock bar 71.Thus, actuation of the handle 84- between its normal position and itsoperated positions efiects simultaneous operation of the lock bar 71between its two corresponding positions. Further, a spring 8? is carriedby the flange 82 and by the front end of the shank ll and disposed incooperating relation with an upstanding pin 88 rigidly affixed to theintermediate section of the handle 35, so as to restrain the handle 85either in its normal position, as illustrated in solid lines in FIG. 1,or in its operated position, as illustrated in broken lines in FIG. 1.Of course, the spring 87 and cooperating pin 88 accommodate normaloperation of the handle 35 between its two positions described; wherebythis combination comprises, in effect, an over-center device for thehandle 85 and for the purpose described.

The above-described normal position of the handle 35 constitutes thetravel position thereof, and simultaneously actuates the angle cock 81into its open position and actuates the lock bar 71 into its lockposition. The above-described operated position of the handle 85 constitutes the switch position thereof, and simultaneously actuates theangle cock 81 into its closed position and actuates the lock bar '71into its unlock position. Of course, the handle 85 may be readilymanually operated between its two positions described above against thebias of the spring 87 in each direction; whereby the spring 87cooperating with the pin 83 prevents accidental actuation of the handle3-5 from either of its positions into which it has been manuallyactuated, such, for example, as by vibration, or impact from the primaryshank 41 or from the coupling head 31.

Consider now the overall mode of operation of the draft rigging, whenthe coupling head 31 is coupled to the next adjacent coupling head, notshown, and when the handle 35 occupies its travel position. In thiscase, a draft force applied to the coupling head 31 is transmitted tothe primary shank 41 and therefrom to the secondary shank 51 via the pin5? and the front end of the slot 56 and entirely independent of theresilient blocks 61 and 62). The draft force is then transmitted fromthe strap portion 510: of the secondary shank 51 to the front end of theyoke 16 via the bearing block 54 and the connecting pin 53, andtherefrom to the rear end of the yoke 16 via the arms sea and resthereof, and therefrom to the rear end of the draft gear 13 via the rearfollower, not shown. The draft gear 13 yields and transmits a cushioneddraft force to the front follower 14, whereby the cushioned draft forceis transmitted from the front follower 14 to the center sill 1-3 via thefront draft lugs 15. Also, in this I a, trans? case a buff force appliedto the coupling head 31 is transmitted to the primary shank 41 andtherefrom to the secondary shank 51 via the extreme front end of theprimary shank 41 and the lock bar 71 and the extreme front end of thesecondary shank 51 and entirely independent of the resilient blocks 61and 62. The buff force is then transmitted from the secondary shank 51to the front follower 14 via the strap portion 51a of the secondaryshank 51, and therefrom to the front end of the draft gear 13 The draftgear 13 yields and transmits a cushioned buff force to the rearfollower, not shown, whereby the cushioned buff force is transmittedfrom the rear follower, not shown, to the center sill 10 via the reardraft lugs, not

shown. The yield of the draft gear 13 is'dependent upon the magnitude ofthe draft and buff forces applied thereto; however, the same has anormal closure travel in either direction of about 2 /8". Also, at buffclosure, or just prior thereto, the projection 55 carried by thesecondary shank 51 engages the striker plate 11, so that the car coupler20 goes solid at this time in order to protect the draft gear 13 againstundue buff forces. Of course, the draft closure of the draft gear 13,that occurs at a draft travel of about 2%", prevents undue train slackin the string of coupled railway cars so as to maintain the trainreadily manageable from the standpoint of the locomotive engineer, allin a conventional manner.

Hence, in the car coupler 26, when the handle 85 occupies its travelposition, the locking mechanism connects together the shanks 41 and 51,so as to disable the cushioning mechanism, whereby the draft and buffshock absorption is provided altogether by the draft gear 13 in aconventional manner. 7

Consider now the overall mode of operation of th draft rigging, when thecoupling head 31 is uncoupled from the next adjacent coupling head, notshown, and when the handle 85 occupies its switc position. In this case,it is really necessary only to consider a butf force applied to thecoupling head 31, but it is mentioned that any draft force appliedthereto is transmitted to the center sill 10 via the draft-gear 13 inthe exact manner described above, since the position of the lockingmechanism in no way modifies the action of the lost-motionmechanisrndirectly to transmit a draft force from the primary shank 41to the secondary shank 51 via the pin 57 and independently of theresilient blocks 61 and 62. In this case; a buff force applied to thecoupling head 31 is transmitted to the primary shank 41, whereby thesame moves inwardly or rearwardly with respect to the secondary shank 51by virtue of the unlock position of the locking mechanism and aspermitted by the lost-motion mechanism. This inward or rearwardmovementof the primary shank 41 relative to the secondary shank 51 subjects theresilient blocks 61 and 62 to shear stresses, whereby a cushioned inwardor rearward movement is im parted to the secondary shank 51, the blocks61 and 62 being strained rearwardly, as indicated indotted lines in FIG.1, with the result that a cushioned buff force is transmitted to thesecondary shank 51. Of course the yield of the blocks 61 and '62 isdependent upon the magnitude of the buff force applied to the primaryshank 41. The cushioned buff force applied to the secondary shank 51 istransmitted to the center sill 10 via the draft gear 13 in the exactmanner described above.

Hence, in the car coupler 20, when the handle 85 occupies its switch"position, the locking mechanism disconnects the shanks 41 and 51 fromeach other, whereby the draft shock absorption is provided altogether bythe draft gear 13 by virtue of the arrangement of the lostmotionmechanism, and whereby. the buff shock absorption is provided jointly bythe cushioning mechanism and by the draft gear in series relation.Accordingly, the buff shock absorption is greatly in excess of thedraftshock absorption. 7 V V In this case, the lost-motion mechanism atfordsthe cushioning mechanism protection against strain beyond its elasticlimit, since inward or rearward movement of the primary shank 41relative to the secondary shank 51 through a predetermined limitdistance, corresponding to the distance between the rear end of the pin57 and the adjacent rear end of the slot 56, causes the lost-motionmechanism to go solid, with theresult that the buff force is thentransmitted from the primary shank 41 to; the secondary shank 51 via thepin 57 in its extreme rear position and independently of the cushioningmechanism. This movement may be referred to as the buff closure travelof th lost-motion mechanism; and, preferably, the same corresponds to atravel distance of about 8", which is substantially greater than the budclosure travel of the draft gear 13. Hence, in'this case,.when thehandle occupies its switch position, the car coupler 2d provides nosubstantial draft closure travel and about 8" of buff closure travel;and the draft gear 13 provides about 2% draft closure travel and about2%" bufi closure travel. Thus, in this case, the draft rigging, as anentirety, provides about 2% draft closure travel and about 10 /8 buffclosure travel. The 8" of buff closure travel in the car coupler it) isnot critical, and is given only by way of an example, since it isapparent that this buff closure travel may be readily increased ordecreased with respect to this example by'correspondingly presetting thelost-motion travel of the lost-motion mechanism that is determined bythe length of the slot 56 formed in the frontend of the of bufr" closuretravel of the draft gear 13, to produce a V composite butf closuretravel of 10 /3" in the draft rigging; which composite buff closuretravel is very advantageous in switching operations, particularly in theevent the switch operation involves humping of the railway car.Specifically, this relatively long buff closure travel of the draftrigging greatly minimizes damage to the lading contained in the railwaycar during switching operations. This will be appreciated, when it isconsidered that the deceleration force exerted upon the present railwaycar incident to a coupling impact is less than 30% of that involved in aconventional railway car in the present example. Restating thisproposition, thepresent railway car can decelerate and stop aconventional railway car moving at a velocity that represents acollision velocity for the conventional railway car and that representsonly a high coupling velocity for the present railwaycar.

Further, it'is' pointed out that the car coupler. 20 may be readilysubstituted for a conventional car coupler in an existing railway car,so as to produce the present advantageous draft rigging and utilizingthe existing and conventional draft gear that is already incorporated inthe existing railway car. Also, since the adjacent ends of the shanks-41 and 51 are arranged in telescopic relation with the resilient blocks61 and 62 therebetween and housed within the hollow rear end of theprimary shank 41, the blocks 61 and 62 are afforded substantialprotection against the elements of weather, thus insuring a long usefullife of the blocks 61 and 62 in service in the car coupler 2%. Further,the arrangement of the twoshanks 41 and 51 in series relation permitsthe ready manufacture of a wide variety of required composite shanklengths between'the strap portion 51a of the secondary'shank 51 and thefront face of the coupling head 31 by the 'mere expedient ofmanufacturing a corresponding series of the secondary shanks 51 ofdifferent lengths followed by assembly thereof with the primary shank 41of standard construction and length.

In the operation of the car coupler 2d, the connecting pin 53accommodates the required articulation between two coupled railway carsincident to travel of the string of railway cars around a curve in thetrack. Also, the telescopic connectionbetween the shanks 41 and 51insures the projectionof the composite shank substantially in ahorizontal plane and outwardly from the adjacent outer end of therailway car, so as to avoid undesirable sag of the coupling head 31below the standard coupling plane, thereby positively to insure propercoupling head mating incident to a coupling impact between two couplingheads. Further, it is of course apparent that since the coupling head 31is of standard construction, as previously explained, the novel carcoupler 29 is operable to couple another novel car coupler 2% or tocouple another car coupler of conventional construction and arrangement.

In connection with the operation of the car coupler 20 to protect therailway car illustrated against the transmission thereto of severelongitudinal butt shocks, it is mentioned that the same also so protectsall of the other railway cars in a coupled string of railway cars thatare disposed behind the railway car illustrated; which arrangement isvery advantageous and far superior to the protection offered by arailway car provided with an expensive cushioned underframe structure ofconventional construction and arrangement, since such railway car offersno protection to any other railway car in a string of coupled railwaycars, as is well understood in this art.

Referring now to FIGS. 6 and 7, a modified form of the car coupler 12%is there illustrated, that is essentially of the construction andarrangement of the car coupler 26 above described, except that in thiscase the car coupler 121} further comprises an automatic device 1% forselectively actuating the lock bar 171 between its lock and unlockpositions. Specifically, the device 190 is mounted upon the top of theprimary shank 141 immediately rearwardly of the coupling head 131 andessentially comprises a cylinder 1&1, in which there is arranged apiston 192 that is biased outwardly by an associated compression spring193 (see FIG. 8). The piston 192 carries a rod 194 that is operativelyconnected to the associated lock bar 171 by a line 195. The front end ofthe cylinder 191 is connected by a flexible tube 197 to the inlet of thecasing of the angle cock 181 to which the couplin air hose 18 i isconnected; whereby the air pressure in the coupling air hose 18 1 istransmittedby the tube 197 to the front end of the cylinder 191 and actsupon the piston 192 for a purpose more fully described below. Also, theoutlet of the casing of the angle cock 131 is connected to the adjacentflexible hose 183.

Considering now the general mode of operation of the device 196, it isnoted that the presence of air pressure in the coupling air hose 1154actuates the piston F2; against the bias of the compression spring 193into a retracted position; whereby the piston rod 194 actuates the lockbar 171 into its lock position. On the other hand, upon loss of pressurein the coupling air hose 184, the compression spring 193 actuates thepiston 192 into an extended position; whereby the piston rod 194 actuates the lock bar 171 into its unlock position.

Referring now to FIG. 8 a portion of the pneumatic control arrangementfor the braking system of the railway car illustrated is shown ascomprising a car pipe 291 connected to one end of an air cylinder 2ozhousing a piston 2G3 carrying a piston rod 294 extending to the exteriorof the cylinder 2% and operatively connected to the braking system, notshown, of the railway car illustrated. The car pipe 231 is alsoconnected by a check valve 235 to an air reservoir 2136 that isconnected by a pipe 267 to the other end of the cylinder 202. One end ofthe car pipe 201 is connected by a flexible hose 238 to an angle cock2&9 disposed at the one end of the railway car illustrated; and theother end of the car pipe 291 is connected by the flexible hose 183 tothe angle cock 181 carried by the car coupler 121} disposed at the otherend of the railway car illustrated. The angle cock 2139 is connected bya flexible coupling air hose 21d to an air coupler 211 disposed at theone end of the railway car illustrated; and the angle cock 181 isconnected by the flexible coupling air hose 184 to 1@ an air coupler 212disposed at the other end of the railway car illustrated.

Considering now the general mode of operation of the pneumatic controlarrangement of FIG. 8, and assuming that the railway car illustrated isthe last railway car of a coupled string of railway cars, in this eventthe angle cock 2% normally occupies its. closed position and the anglecock 181 normally occupies its open position. More particularly, the carcoupler 128 is coupled to an associated car coupler, not shown; and theair coupler 218 is coupled to an associated air coupler, not shown,whereby air under pressure is supplied via the air coupler 212 into thecoupling air hose 134. The air pressure in the coupling air hose 1S4efiects operation of the device 196 in the manner previously described;whereby the lock bar 171 is actuated into its lock position. The anglecock 181 in its open position supplies air pressure via the flexiblehose 183 into the car pipe 201. From the car pipe 291 the air issupplied directly into one end of the cylinder 2612; and from the carpipe 261 the air is supplied via the check valve 265 into the airreservoir 2% and therefrom via the pipe 267 into the other end of thecylinder. Thus air under pressure is supplied into both ends of thecylinder 202 and acts upon both ends of the piston 263; whereby the biasof a compression spring 213 arranged in the one end of the cylinder 262maintains the piston 263 in an extended position, so that the piston rod2% actuates the associated braking system into its off or releaseposition in a conventional manner.

N ow in the event of loss of normal air pressure in the coupling airhose 1184, resulting from a brake set control effected through thestring of coupled railway cars ahead of the railway car illustrated, thereduced air pressure in the coupling air hose 184 causes the device 1%to be operated to actuate the lock bar 171 into its unlock position.Specifically, the compression spring 193 moves the piston 192 into itsexpanded position to project the piston rod 194; whereby the piston rod194 actuates the lock bar 171 into its unlock position, as noted above.Also, the air pressure in the car pipe 2M is correspondingly reduced;whereby the check valve 2% is actuated into its closed position, so thatthe differential air pressure now exerted upon the piston 203 is in thedirection to overcome the bias of the compression spring 213 to causethe piston 203 to move to a contracted position in the cylinder 2132,thereby to move the piston rod 204 to effect actuation of the brakingsystem, not shown, into its on or set position in a conventional manner.Subsequently, when the air pressure is restored in the coupling air hose184-, resulting from a brake release control elfected through the stringof coupled railway cars ahead or" the railway car illustrated, therestored air pressure in the coupling air hose 184 eilects thereoperation of the device 19%} to actuate the lock bar 171 back into itslock position, in an obvious manner. Also, the air pressure in thecoupling air hose 184 brings about the restoration of air pressure inthe car pipe 201, so that the increased pressure in the one end of thecylinder 292, actingwith the compression spring 213, moves the piston20.3 to an expanded position in the cylinder 2%, so as to move thepiston rod 204 to eitect actuation of the braking system, not shown,into its oil? or release position in a conventional manner.

Now when the railway car illustrated is to be uncoupled or cut from thestring of coupled railway cars, the angle cock 181 is first manuallyoperated into its closed position employing the handle thereof; and thenthe coupling head 131 is actuated to uncouple the adjacent couplingheadQnot shown, and the air coupler 212 is actuated to uncouple theadjacent air coupler, not shown. At this time, there is a total loss ofair pressure in the coupling air hose 184, but no loss of air pressurein the car pipe 2131 by virtue of the closed position of the angle cock181. The total loss of air pressure in the coupling air hose 184 eifectsoperation of the device 19% in the manner previously explained; wherebythe lock bar 171 is actuated into its unlock position. The preservationof air pressure in the car pipe 261 retains the piston 203 in itsextended position in the cylinder 202, so that thepiston rod 2% retainsthe braking system, not, shown, in its off or release position. Thus,the brakes are not set on the railway car illustrated incident to thecutting or uncoupling thereof from the string of coupled railway carsahead thereof, so that the same may be switched, as desired, and in themanner previously described.

In passing it is noted that after the railway car illustrated is. cutfrom a coupled string of railway cars and stands'on a railway siding forseveral days, air pressure is lost from the car pipe 201 and from theair reservoir 206; however, this does not'result in setting the brakeson the car illustrated, since the compression spring 213 retainsthe'piston 203 in its extended position in the cylinder 202, when thereis a total loss of air pressure from the car pipe 201 and from the airreservoir 2%.

In view of the foregoing, it is apparent that there has been provided ina railway car, improved, draft rigging incorporating shock-absorbingmechanism that is selec 7 tively arranged to provide eflective -minimumshock ab sorption of the draft forces applied between the coupling headand the center sill and that is selectively settable to provide eithereifective minimum or effective maximum shock absorption of buff forcesapplied between the coupling head and the center sill. Also, the draftrigging incorporates a car coupler. of improved construction andarrangement in which selective shock absorption of forces is obtained.

While there has been described What is at present considered to be thepreferred embodiment of the invention, it will be understood thatvarious modifications may be made therein, and it is intended to coverin the appended claims all such modifications as fall within the truespirit andscope of the invention.

What is claimed'is:

1. A railway car coupler comprisinga coupling head adapted to receivethe usual draft and buff, forces, a primary shank rigidly connected tosaid coupling head, a secondary shank cooperating with said primaryshank, cushioning mechanism interconnecting said shanks and biasing thesame into normal positions with respect to each other, lost-motionmechanism interconnecting said shanks and arranged to accommodate nosubstantial outward movement of said primary shank out of its normalposition and with respect to said secondary shank and to accommodatesubstantial inward movement of said primary shank out of its'normalposition and with respect to said secondary shank, whereby a draft'forceapplied to said coupling head is transmitted from said primary shank tosaid, secondary shank by said lost-motion mechanism and independently ofsaid cushioning mechanism and a buff force applied to said couplingheadmay be transmitted from said primary shank to said secondary shankthrough said cushioning mechanism and independently of said lost-motionmechanism, locking mechanism cooperating between said shanks and havinglock and unlock positions, said locking mechanism in its lock positionconnecting said shanks, whereby a. buff force applied to said couplinghead is transmitted from said primary shank to said secondary shank bysaid locking mechanism in its lock position and independently of saidcushioning mechanism, said locking mechanism in its unlock positiondisconnecting said shanks, whereby abuif 7 force applied to saidcoupling head is transmitted from said primary shank to said secondaryshank through said cushioning mechanism and independent of saidlockingmechanism in itsunlock position, and a connector carried block ofelastomeric material arranged between said shanks and provided withopposed surfaces respectively securely bonded thereto, wherebyinwardmovement of said primary shank out of its normal position and withrespect to said secondary shank subjects said' block to shear stresses,so that said block is strained resiliently to oppose such inwardmovement.

3. The railway car coupler set forth in claim 1, wherein saidlost-motion mechanism is arranged to accommodate substantially moreinward movement of said primary shank out of its normal position andWith respect to said secondary shank than the buff closure travel of aconventional draft gear. I

4. The railway car coupler set forth in claim 1, wherein saidlost-motion mechanism is of the pin-and'slot type.

5. The railway car couplerset forth in claim 1, wherein said lost-motionmechanism essentially comprises an elongated longitudinally extendingslot formed in one of said shanks, and a cooperating laterally extendingpin removably and shanks.

6. The railway carcoupler set forth in claim..1, and

rigidly carried by the other of said further comprising a laterallyextending projection carried by'the said secondary shank and adapted tocooperate with a striker plate carried by the hollow outer end of thecenter sill of a railway car in which said secondary shank is mounted.

7. .The railway car coupler set forth in claim 1, and further comprisinga manually operable member operatively connected to said lockingmechanism, said manually operable member-having lock and unlockpositions respectively actuating said locking mechanism into itsrespectively corresponding lock and unlock positions.

8. The railway car coupler set forth in claim 1, and further comprisinga device operatively connected to said locking mechanism and adaptedalso to be operatively connected to an air hose operatively associatedwith said coupler, said device being responsive to air pressure in theconnected air hose'to actuate said locking mechanism into its lockposition and responsive to loss of air pressure in the connected airhose to actuate said locking adapted to receive the usual draft and buffforces, a primary shank rigidly connected at the front end thereof tosaid coupling head and having a hollow open rear end, a secondary shankcooperating with said primary shank and having a front end projectinginto the hollow open rear end of said primary shank, cushioningmechanism arranged in the hollow rear end of said primary shank V anddisposed between the same and the front end of said secondary. shank andinterconnecting said shanks and biasing the same into normal positionswith respect to each other, lost-motion mechanism interconnecting therear end of said primary shank and the front end of said 7 secondaryshank and arranged to accommodate no substantial outward movementof'said primary shank out of its normal position and with respect tosaid secondary shank and to accommodate substantial inward movement ofsaid primary shank out of its normal position and with respect tosaidsecondary shank, whereby a draft force applied to said coupling head is,transmitted from said primary shank to said secondary shank by saidlost-motion mechanism and independently of said cushioning mechanism anda butt force applied to said coupling head may be transmitted from saidprimary shank to said secondary shank through said cushioning mechanismand independently of said lost-motion mechanism, lock ng mechanismcooperating between said shanks and having lock and unlock positions,said locking mechanism in its lock position connecting said shanks,whereby a bufi force applied to said coupling head is transmitted omsaid primary shank to said secondary shank by said locking mechanism inits lock position and independently of said cushioning mechanism, saidlocking mechanism 1n its unlock position disconnecting said shanks,whereby a buff force applied to said coupling head is transmitted fromsaid primary shank to said secondary shank through said cushioningmechanism and independent of said looking mechanism in its unlockposition, and a connector carried by the rear end of said secondaryshank and adapted to be connected to cooperating conventional draft ear.7 g 11. The car coupler set forth in claim 10, wherein said cushioningmechanism essentially comprises a plurality of blocks of elastomericmaterial arranged within the hollow rear end of said primary shank andbetween the same and the front end of said secondary shank, each of saidblocks being provided with opposed surfaces respectively securely bondedto the adjacent surfaces of the rear end of said primary shank and ofthe front end of said secondary shank, whereby inward movement of saidprimary shank out of its normal position and with respect to saidsecondary shank subjects said blocks to shear stresses, so that saidblocks are strained resiliently to oppose such inward movement.

12. The car coupler set forth in claim 10, wherein said lost-motionmechanism essentially comprises a longitudinally extending upstandingslot formed in the front end of said secondary shank, and a cooperatingupstanding pin removably carried in an opening formed in the upperportion of said primary shank and intermediate the ends thereof.

13. A railway car coupler comprising a coupling head adapted to receivethe usual draft and buff forces, a primary shank rigidly connected atthe front end thereof to said coupling head, a secondary shankcooperating with said primary shank, cushioning mechanisminterconnecting the rear end of said primary shank and the front end ofsaid secondary shank and biasing said shanks into normal positions withrespect to each other, lost-motion mechanism interconnecting the rearend of said primary shank and the front end of said secondary shank andarranged to accommodate no substantial outward movement of said primaryshank out of its normal position and with respect to said secondaryshank and to accommodate substantial inward movement of said primaryshank out of its normal position and with respect to said secondaryshank, whereby a draft force applied to said coupling head istransmitted from said primary shank to said secondary shank by saidlost-motion mechanism and independently of said cushioning mechanism anda buff force applied to said coupling head may be transmitted from saidprimary shank to said secondary shank through said cushioning mechanismand independently of said lostmotion mechanism, the front portion ofsaid primary shank having a cavity formed therein and disposedrearwardly of the extreme front end thereof and also forwardly of theextreme front end of said secondary shank when said shanks occupy theirnormal positions, the front portion of said primary shank also having anopening therein communicating between the exterior and said cavity, alock bar slidably supported by the front portion of said primary shankand in said opening, and means carried by said primary shank forselectively sliding said lock bar between lock and unlock positions insaid opening and with respect to said cavity, said lock bar in its lockposition being projected into said cavity and between the extreme frontend of said primary shank and the extreme front end of said secondaryshank so as to block rearward movement of said primary shank out of itsnormal position and with respect to said secondary shank, where by abutt force applied to said coupling head is trans mitted from saidprimary shank to said secondary shank through said lock bar in its lockposition and independently of said cushioning mechanism, said lock barin its unlock position being withdrawn from said cavity and from betweenthe extreme front end of said primary shank and the extreme front end ofsaid secondary shank so as to accommodate inward movement of saidprimary shank out of its normal position and with respect to saidsecondary shank and the consequent entry of the extreme front end ofsaid secondary shank into said cavity, whereby a buff force applied tosaidcoupling head is transmitted from said primary shank to saidsecondary shank through said cushioning mechanism and independently ofsaid lock bar in its unlock position, and a connector carried by therear end of said secondary shank and adapted to be connected tocooperating conventional draft gear.

14. In a railway car including a center sill having an open outer end, astriker plate rigidly carried by the extreme outer end of said centersill and having an opening therethrough communicating with the adjacentopen outer end of said center sill, the outer portion of said centersill disposed immediately inwardly of said striker plate being hollowand having a draft gear pocket formed therein, and a draft gear disposedin said draft gear pocket and operatively connected to said center sill;the combination of a car coupler comprising a first shank arranged inthe outer open end of said center sill and projecting through theopening provided in said striker plate, an operative connection betweenthe rear end of said first shank and said draft gear for transmittingboth draft and bulf forces from said first shank to said center sillthrough said draft gear, a second shank cooperating with said firstshank and disposed outwardly thereof, cushioning mechanisminterconnecting said shanks and biasing the same into normal positionswith respect to each other, lost-motion mechanism interconnecting saidshanks and arranged to accommodate no substantial out- Ward movement ofsaid second shank out of its normal.

position and with respect to said first shank and to accommodatesubstantial inward movement of said second shank out of its normalposition and with respect to said first shank, whereby a draft forceapplied to said second shank is transmitted therefrom to said firstshank by said lost-motion mechanism and independently of said cushioningmechanism and a buff force applied to said second shank may betransmitted therefrom to said first shank through said cushioningmechanism and independently of said lost-motion mechanism, lockingmechanism cooperating between said shanks and having lock and unlockpositions, said locking mechanism in its lock position connecting saidshanks, whereby a buff force applied to said second shank is transmittedtherefrom to said first shank by said locking mechanism in its lockposition and independently of said cushioning mechanism, said lockingmechanism in its unlock position disconnecting said shanks, whereby abuff force applied to said second shank is transmitted therefrom to saidfirst shank through said cushioning mechanism and independently of saidlocking mechanism in its unlock position, and a coupling head rigidlyconnected to said second shank and disposed outwardly thereof, saidcoupling head being adapted to receive the usual draft and buff forcesand to transmit the same to said second shank, whereby only said draftgear acts to reduce the shock of a draft force applied between saidcoupling head and said center sill, whereby only said draft gear acts toreduce the shock of a butt" force applied between said coupling head andsaid center sill when said locking mechanism occupies its lock position,and whereby said cushioning mechanism and said draft gear act in o a ist series relation to reduce the shock of a buff force applied betweensaid coupling head and said center sill when said locking mechanismoccupies its unlock position.

15. The railway car combination set forthin claim 14, and furthercomprising an angle cock provided with open and closed positions, amember having first and second positions, and control mechanismresponsive to operation of said member into its first position foractuating simultaneously said locking mechanism into its lock positionand said angle cock into its open position and responsive to operationof said member into its second position for actuating simultaneouslysaid locking mechanism into its unlockposition and said angle cock intoits closed position, said angle cock being adapted to be incorporatedinto pneumatic control equipment for governing an associated brakingsystem for wheeled trucks supporting the opposite ends of said centersill. p 16. The railway car combination set forth in claim 14, andfurther comprising an air hose, and a device operatively connected toboth said locking mechanism and to said air hose, said device beingresponsive to air pressure in air hose to actuate said locking mechanisminto its lock position and responsive to loss of air pressure in saidair hose to actuate said locking mechanism into its unlock position,said air hose being adapted to be incorporated into pneumatic controlequipment for governing an associated braking system for wheeled truckssupporting the opposite ends of said center sill.

17. A railway car coupler comprising a coupling head adapted to receivethe usual draft and buff forces, a primary shank rigidly connected tosaid coupling head, a secondary shank cooperating with said primaryshank, cushioning mechanism interconnecting said shanks and biasing thesame into normal positions with respect to each other, lost-motionmechanism interconnecting said shanks, said lost-motion mechanism havinga normal draft closure position and an operated bulr closure positionthat are separated by a predetermined limited 1ongitudinal traveltherebetween, whereby said lost-motion mechanism accommodates nosubstantial outward movement of said primary shank out of its normalposition and with respect to said secondary shank and accommodates onlycorresponding predetermined limited inward'rnovement of said primaryshank out of its normal position and with respect to said secondaryshank, whereby a draft force applied to said coupling head istransmitted from said primary shank to saidsecondary shank independentlyof said cushioning mechanism and through said lost-motion mechanism inits draft closure position whereby a buff force applied to said couplinghead is transmitted from said primary shank to said secondary shankthrough said cushioning mechanism when said lostmotion mechanism is inother than its buff closure position, whereby a buff force applied tosaid coupling head is transmitted from said primary shank to saidsecondary shank independently of said cushioning mechanism and throughsaid lost-motion mechanism in its buff closure position, and a connectorcarried by said secondary shank and adapted to be connected tocooperating conventional draft gear. a

18. A railway car coupler comprising a coupling head adapted to receivethe usual draft and buff forces, a primary shank rigidly connected tosaid coupling head, a secondary shank cooperating with said primaryshank, cushioning mechanism interconnecting said shanks and biasing thesame into normal positions with respect to each other, locking mechanismcooperating between said shanks and having lock and unlock positions,said locking vmechanism in its lock position connecting said shanks,

independently of said cushioning mechanism, said locking mechanism inits unlock position disconnecting said shanks, whereby a butt forceapplied to said coupling head is transmitted from said'primary shank tosaid secondary shank through said cushioning mechanism and independentof said locking mechanism in its unlock position, and a connectorcarried by said secondary shank and adapted to be connected tocooperating conventional draft gear;

19. A railway car coupler comprising a coupling head adapted to receivethe usual draft and buff forces, a primary shank rigidly connected tosaid coupling head, a secondary shank cooperating with said primaryshank,

lost-motion mechanism interconnecting said shanks, locking mechanismcooperating between said shanks and having'lock, and unlock positions,said locking mechanism in its lock position connecting said shanks,whereby a buff force appliedtto said coupling head is transmitted fromsaid primary shank to said secondary shank by said locking mechanism inits lock position and independently of said lost-motion mechanism, saidlocking mechanism in its unlock position disconnecting said shanks,whereby a buff force applied to said coupling head is transmitted fromsaid primary shank to said secondary shank by said lost-motion mechanismand independently of said locking mechanism in its unlock position, anda connector carried by said secondary shank and adapted to be connectedto cooperating conventional draft gear.

20. A railway car coupler comprising a coupling hea adapted to receivethe usual draft and bull forces, a primary shank rigidly connected tosaid coupling head, a secondary shank cooperating with said primaryshank, cushioning mechanism interconnecting said shanks and biasing thesame into normal positions with respect to each other, lost-motionmechanism interconnecting said shanks and arranged to accommodate nosubstantial outward movement of said primary shank out of its normalposition and with respect to said secondary shank and to accommodatepredetermined limited inward movement of said primary shank out of itsnormal position and with respect to said secondary shank, whereby adraft force applied to said coupling head is transmitted from saidprimary shank to said secondary shank by said lostmotion mechanism andindependently of said cushioning mechanism, locking mechanismcooperating between said shanks and having lock and unlock positions,said locking mechanism in its lock position connecting said shanks,

whereby a buff force applied to said coupling head is transmitted fromsaid primary shank to said secondary shank by said locking mechanism inits lock position and independent of both said cushioning mechanism, andsaid lost-motion mechanism, said locking mechanism in its unlockedposition disconnecting said shanks, whereby 'a buff force applied tosaid coupling head is transmitted from said primary shank to saidsecondary shank independently of said locking mechanism in its unlockposition and through said cushioning mechanism prior to bufl? closure ofsaid lost-motion mechanism and through said lost-motion mechanismsubsequent to buff closure thereof, and a connector carried by saidsecondary shank and adapted to be connected to cooperating conventionaldraft gear adapted to receive the usual draft and buff forces, alongitudinally extending primary shank rigidly connected at the frontend 'thereofto said coupling head, a longitudinally extending secondaryshank adapted to be pivotally connected at the rear end thereof tocooperating conventional draft gear, a connection between the rear endof said primary shank and the front end of said secondary shank andaccommodatingrela tive longitudinal movements of said shanks, saidconnection including longitudinally extending inner and outer membersarranged infltelescopic relation with each other and respectivelyrigidly carried by the adjacent ends of said shanks, a 'block ofelastomeric material arranged between said members, the inner surface ofsaid block being intimately bonded to the adjacent outer surface of saidinner member and the outer surface of said block being intimately bondedto the adjacent inner surface of said outer member, whereby said blockresiliently biases said members into normal positions With respect toeach other, whereby relative longitudinal movements of said members outof their normalpositions induce shear stresses in said block causing thesame resiliently to oppose such longitudinal movements, and lost-motionmechanism interconnecting said shanks and controlling the limits ofrelative longitudinal movements therebetween.

22. The railway car coupler set forth in claim 21, wherein said block issubstantially completely housed within said outer member so as toprotect the same from the elements of weather.

23. The railway car coupler set forth in claim 21, and furthercomprising locking mechanism associated with said shanks, said lockingmechanism having a lock position preventing certain relativelongitudinal movements of said shanks and an unlock positionaccommodating said certain relative longitudinal movements of saidshanks.

24. The railway car coupler set forth in claim 21, wherein saidlost-motion mechanism accommodates substantially no outward relativelongitudinal movement of said shanks and only predetermined limitedinward relative longitudinal movement of said shanks.

25. In a railway car including a center sill, and an air hose adapted tobe included in a braking system incorporated in said railway car; thecombination of a car coupler comprising a first shank operativelyconnected to said center sill, a second shank operatively connected tosaid first shank by cushioning mechanism, locking mechanism cooperatingbetween said shanks and having lock and unlock positions, said lockingmechanism in its lock position connecting said shanks, whereby a buffforce applied to said second shank is transmitted therefor to said firstshank by said locking mechanism in its lock position and independentlyof said cushioning mechanism, said locking mechanism in its unlockposition disconnecting said shanks, whereby a buff force applied to saidsecond shank is transmitted therefrom to said first shank through saidcushioning mechanism and independently of said locking mechanism in itsunlock position, a device operatively connected to said lockingmechanism and selectively controlled by the pressure of the air in saidair hose, said device being responsive to air pressure in said air hoseto actuate said locking mechanism into its lock position and responsiveto loss of air pressure in said air hose to actuate said lockingmechanism into its unlock position, and a coupling head rigidlyconnected to said second shank and adapted to receive the usual draftand buff forces and to transmit the same to said second shank.

26. In a railway car including a center sill, an angle cock adapted tobe included in a braking system incorporated in said railway car, saidangle cock having open and closed positions and provided with a manuallyoperable handle for selectively actuating the same between its open andclosed positions, and a coupling air hose connected to said angle cock;the combination of a car coupler comprising a first shank operativelyconnected to said center sill, a second shank operatively connected tosaid first shank by cushioning mechanism, locking mechanism cooperatingbetween said shanks and having lock and unlock positions, said lockingmechanism in its lock position connecting said shanks, whereby a buttforce applied to said second shank is transmitted therefor to said firstshank by said locking mechanism in its lock position and independentlyof said cushioning mechanism, said locking mechanism in its unlockposition disconnecting said shanks, whereby a bulf force applied to saidsecond shank is transmitted therefrom to said first shank through saidcushioning mechanism and independently of said locking mechanism in itsunlock position, a device operatively connected to said lockingmechanism and selectively controlled by the pressure of the air in saidcoupling air hose, said device being responsive to air pressure in saidcoupling air hose to actuate said locking mechanism into its lockposition and responsive to loss of air pressure in said coupling airhose to actuate said locking mechanism into its unlock position, and acoupling head rigidly connected to said second shank and adapted toreceive the usual draft and buff forces and to transmit the same to saidsecond shank.

27. In a railway car including a center sill, an angle cock adapted tobe included in a braking system incorporated in said railway car, saidangle cock having open and closed positions and provided with a manuallyoperable handle for selectively actuating the same between its open andclosed positions, and a coupling air hose connected to said angle cock;the combination of a car coupler comprising a first shank operativelyconnected to said center sill, a second shank operatively connected tosaid first shank by cushioning mechanism, locking mechanism cooperatingbetween said shanks and having lock and unlock positions, said lockingmechanism in its lock position connecting said shanks, whereby a buffforce applied to said second shank is transmitted therefor to said firstshank by said locking mechanism in its lock position and independentlyof said cushioning mechanism, said locking mechanism in its unlockposition disconnecting said shanks, whereby a buif force applied to saidsec ond shank is transmitted therefrom to said first shank through saidcushioning mechanism and independently of said locking mechanism in itsunlock position, means mounting said angle cock on said second shank, adevice mounted on said second shank and operatively connected to saidlocking mechanism and selectively controlled by the pressure of the airin said coupling air hose, said device being responsive to air pressurein said coupling air hose to actuate said locking mechanism into itslock position and responsive to loss of air pressure in said couplingair hose to actuate said locking mechanism into its unlock position, anda coupling head rigidly connected to said second shank and adapted toreceive the usual draft and buff forces and to transmit the same to saidsecond shank.

28. In a railway car including a center sill having an open outer end, astriker plate rigidly carried by the extreme outer end of said centersill and having an opening therethrough communicating with the adjacentopen outer end of said center sill, the outer portion of said centersill disposed immediately inwardly of said striker plate being hollowand having a draft gear pocket formed therein, and a draft gear disposedin said draft gear pocket and operatively connected to said center sill;the combination of a car coupler comprising a first shank arranged inthe outer open end of said center sill and projecting through theopening provided in said striker plate, an operative connection betweenthe rear end of said first shank and said draft gear for transmittingboth draft and buff forces from said first shank to said center sillthrough said draft gear, a second shank cooperating with said firstshank and disposed outwardly thereof, cushioning mechanisminterconnecting said shanks and biasing the same into normal positionswith respect to each other, lost-motion mechanism interconnecting saidshanks and arranged to accommodate no substantial outward movement ofsaid second shank out of its normal position and with respect to saidfirst shank and to accommodate substantial inward movement of saidsecond shank out of its normal position and with respect to said firstshank, whereby a draft force applied to said second shank is transmittedtherefrom to said first shank by said lostmotion mechanism andindependently of said cushioning mechanism and a bulf force applied tosaid second shank is transmitted therefrom to said first shank throughsaid cushioning mechanism and independently of said lostmotionmechanism, and a coupling head rigidly connected to said second shankand disposed outwardly thereof, said coupling head being adapted toreceive the usual-draft I and bufi forces and to transmit the same tosaid second shank, whereby only said draft gear acts to reduce the shockof a draft force applied between said coupling head and said centersill, and whereby said cushioning mechanism and saiddraft gear act inseriesrelation to reduce the shock of a buif force applied between saidcoupling head and said center sill. 1

2,815,865 12/57 Pelikan 213-64 XR LEO QUACKENBUSH, Primary Examiner. 7'V i

14. IN A RAILWAY CAR INCLUDING A CENTER SILL HAVING AN OPEN OUTER END, ASTRIKER PLATE RIGIDLY CARRIED BY THE EXTREME OUTER END OF SAID CENTERSILL AND HAVING AN OPENING THERETHROUGH COMMUNICATING WITH THE ADJACENTOPEN OUTER END OF SAID CENTER SILL, THE OUTER PORTION OF SAID CENTERSILL DISPOSED IMMEDIATELY INWARDLY OF SAID STRIKER PLATE BEING HOLLOWAND HAVING A DRAFT GEAR POCKET FORMED THEREIN, AND A DRAFT GEAR DISPOSEDIN SAID DRAFT GEAR POCKET AND OPERATIVELY CONNECTED TO SAID CENTER SILL;THE COMBINATION OF A CAR COUPLER COMPRISING A FIRST SHANK ARRANGED INTHE OUTER OPEN END OF SAID CENTER SILL AND PROJECTING THROUGH THEOPENING PROVIDED IN SAID STRIKER PLATE, AN OPERATIVE CONNECTION BETWEENTHE REAR END OF SAID FIRST SHANK AND SAID DRAFT GEAR FOR TRANSMITTINGBOTH DRAFT AND BUFF FORCES FROM SAID FIRST SHANK TO SAID CENTER SILLTHROUGH SAID DRAFT GEAR, A SECOND SHANK COOPERATING WITH SAID FIRSTSHANK AND DISPOSED OUTWARDLY THEREOF, CUSHIONING MECHANISMINTERCONNECTING SAID SHANKS AND BIASING THE SAME INTO NORMAL POSITIONSWITH RESPECT TO EACH OTHER, LOST-MOTION MECHANISM INTERCONNECTING SAIDSHANKS AND ARRANGED TO ACCOMMODATE NO SUBSTANTIAL OUTWARD MOVEMENT OFSAID SECOND SHANK OUT OF ITS NORMAL POSITION AND WITH RESPECT TO SAIDFIRST SHANK AND TO ACCOMMODATE SUBSTANTIAL INWARD MOVEMENT OF SAIDSECOND SHANK OUT OF ITS NORMAL POSITION AND WITH RESPECT TO SAID FIRSTSHANK, WHEREBY A DRAFT FORCE APPLIED TO SAID SECOND SHANK IS TRANSMITTEDTHEREFROM TO SAID FRIST SHANK BY SAID LOST-MOTION MECHANISM ANDINDEPENDENTLY OF SAID CUSHIONING MECHANISM AND A BUFF FORCE APPLIED TOSAID SECOND SHANK MAY BE TRANSMITTED THEREFROM TO SAID FIRST SHANKTHROUGH SAID CUSHIONING MECHANISM AND INDEPENDENTLY OF SAID LOST-MOTIONMECHANISM, LOCKING MECHANISM COOPERATING BETWEEN SAID SHANKS AND HAVINGLOCK AND UNLOCK POSITIONS, SAID LOCKING MECHANISM IN ITS LOCK POSITIONCONNECTING SAID SHANKS, WHEREBY A BUFF FORCE APPLIED TO SAID SECONDSHANK IS TRANSMITTED THEREFROM TO SAID FIRST SHANK BY SAID LOCKINGMECHANISM IN ITS LOCK POSITION AND INDEPENDENTLY OF SAID CUSHIONINGMECHANISM, SAID LOCKING MECHANISM IN ITS UNLOCK POSITION DISCONNECTINGSAID SHANKS, WHEREBY A BUFF FORCE APPLIED TO SAID SECOND SHANK ISTRANSMITTED THEREFROM TO SAID FIRST SHANK THROUGH SAID CUSHIONINGMECHANISM AND INDEPENDENTLY OF SAID LOCKING MECHANISM IN ITS UNLOCKPOSITION, AND A COUPLING HEAD RIGIDLY CONNECTED TO SAID SECOND SHANK ANDDISPOSED OUTWARDLY THEREOF, SAID COUPLING HEAD BEING ADAPTED TO RECEIVETHE USUAL DRAFT AND BUFF FORCES AND TO TRANSMIT THE SAME TO SAID SECONDSHANK, WHEREBY ONLY SAID DRAFT GEAR ACTS TO REDUCE THE SHOCK OF A DRAFTFORCE APPLIED BETWEEN SAID COUPLING HEAD AND SAID CENTER SILL, WHEREBYONLY SAID DRAFT GEAR ACTS TO REDUCE THE SHOCK OF A BUFF FORCE APPLIEDBETWEEN SAID COUPLING HEAD AND SAID CENTER SILL WHEN SAID LOCKINGMECHANISM OCCUPIES ITS LOCK POSITION, AND WHEREBY SAID CUSHIONINGMECHANISM AND SAID DRAFT GEAR ACT IN SERIES RELATION TO REDUCE THE SHOCKOF A BUFF FORCE APPLIED BETWEEN SAID COUPLING HEAD AND SAID CENTER SILLWHEN SAID LOCKING MECHANISM OCCUPIES ITS UNLOCK POSITION.